Means of utilizing the forced draft of the propellers of aeroplanes



Jan. 6, 1931. a. s. SCHLAM 5- Imus or u'nm'zms was FORCED DRAFT 02' THE momma; 0B AlllOtl-Alis Filad Aug; 27, 1929 Patented Jan. 6, 1931 i- U TED ISITRATESV PATENT mac v GUSTAV a. SGHLAM, on NEW You, H. Y.

M/EANS' or UTILIZING THE FORGED DRAFT or T II: PROPELLERS or AEROPLANES Application filed August 27, 1929. Serial No. 388,764.

, My invention relates to aeroplanes and pneumatic motors at large; but the particular object of my invention isto accelerate the airship as now known by the application of an appliance for retaining and compounding the forced draft of the propeller. It is a further object of my invention to supply a means for minimizing the weight of the said airship by a retention of the forced draft of the propeller in such manner that it Will buoy up said airship.

I have observed that in aeroplanes as now constructed the maximum pull force available from the propeller has not been obtained: that much of the. forced draft of the a propeller is lost. Therefore, it has been my plan to salvage the negative exhaust and put this draft to work both in accelerating and buoying up the airship.

I believe and I know that if the forced draft of the propeller might be trained to form two opposing volute forms backward and parallel to the course of the airship, that the speed of the airship would not only be enhanced, but the equilibrium of said ship would be predetermined; and if the forced draft of the propeller might. be trained to form two opposing volute forms upward and parallel, perpendicular to the flying plane of the airship, the force of gravitation would be minimized and the said ship would be stabilized. My invention provides for a cone-like or other suitably shaped shield for the retention of the after draft of the propeller; and two opposing volute-like coil tubes for the carriage of the draft, to be set in a horizontal plane for the acceleration of the aeroplane and in a vertical plane for the buoyancy thereof. I maintain a vortex within these tubes; and through my control of the amount of the forced draft of the propeller permitted to enter the said shield, I may, in the one case, regulate the speed of the aero- ,plane, and in the other case, regulate the buoyancy of said plane. I

It is manifest that if I may utilize the forced draft of the propeller as is for the acceleration of the aeroplane, and whereas this draft has heretofore been going to waste, I will beable to attain, through my invention, present speeds with motors of less horse power and with less use of fuel.

Of my inventionzthe following is a true and detailed specification, reference throughout being had to the accompanying drawings, the same numbers and letters thereon indicating the same features and parts there of, wherever they occur. y Fig.1 is a-lateraLelevation of arbitrary seaplane, showing the general assembly of the parts of my invention mounted upon the topmost part ofthe motor; one of the coiled pipes, that on the left side, being illustrated clearly here. p i 4 Fig. 2 is a plan view of the general assembly of the parts of my invention mounted upon the topmost part of the motor, seen from directly above, showing most clearly my shield and both of the coiled tubes.

. Fig.3 is a diagrammatic illustration of the path ,ofthe forced draft of the propeller throughout my c'ontrivan'ce for the accelerationof'the aeroplane. f 7 1 i 4' I ig. 4.- is a detail of the safety'exhaust describedin detail later.

Fig. 5 is a sectional view of the mouth of the safety exhaustillustrating its construction and the manner of its working.

Fig. 6 is a sectional view of the valve controlling the' return of the forced draft after its primary travel throughthe vortex.

Fig. 7 is a detail of the construction of the primary safety valve for the interference which may lessen the impact of the after draft 'ofthe propeller.

QAs it istheflpurpose of my invention to collect and reutilize the forced draft from the propeller ,of an aeroplane, I have provided a cone-like or other suitably shaped shield 1, as seen in Figs. lfand 2, which surrounds slightly morethan 180 degrees of the top half of themotor cycle, so that at no time will both blades of the propeller be unaccom-' modated simultaneously. It will be observed that myconstructionis applicable to all types of aeroplane motors with only insubstantial variations of mounting which will in no way disorder -my invention or designgenerally.

In this shield I propose to maintain most of the forced draft of the propeller 2. The

. both tubesbecoming smaller in diameter as the coils, which become smaller spirals, ap; proach the frontal part of the motor. It is manifest that if, while the air is turning, to

the right in one tube, it is turning to the left in the other tube, the equilibrium of the aero- Y plane will be assured. I have set my spirals 1 ;as close together as possible because I have found that only by placing them in this f train; this return draft down and under tlie' manner may I overcome the irregularities caused on some occasions by a tendency of the wind to blow more strongly from the one side than from the other.

Afterthe air draft has completed its original travel through the coil tubes, it is carried back, through two parallel horizontal tubes'6 and 6", through the core of the coils as illustrated inF ig-s. 1 and 2. These tubes funnels3 and 3 and back into their bases in such manner as to divert the impact of might maintain a regulated reactionary force to the gravitation of the earth.

Having described my invention, What I claim, and What I wish to secure by Letters Patent is:

In aeroplane construction the simple combination of two spiral tubes seteither vertia y-9 eri onta y e ep enmte f said plane, and ashield to catch and -train the forced draft of the propeller into said tubes;

two tubes to peturnthe forced draft for any further travel within the coil tube.

the original draftagainst the' beginning of V the coils, thus relieving any reactionary force. Fig. Gris a sectional view of the valve 7 which is duplicatedby valve 7'. Ordinarily this valve is closed. When the air has made its firsticircuit ofmy'contrivance, it reenters the coils through these valves only when sufficient pressure has accumulated; and then the valve head, being raised as is seen in Fig.

6, the return draft, on account of the direction from which it comes, plays uponi the original forced draft in such mannerlthat it relieves any and all reactionary forces, as previously described. 1 a

When the air within the vortices becomes greater than will have been found manage- I able, it finds its escape through the valves 5' and '5. Fig. 4 illustrates in detail the construction of valve 5. Fig. 5 shows, in sec- LtlOllS, valve 5 or 5 closed, Thesprings 8 and 8 maintain in position the guide pins 9 andf9, attached to the head-11' of the valves. When'the vortices have accumulated sufiicient pressure to overcome the springs 8 and 8, the

- valvelterminal opens as is shown by dotted line in Fig. 5, thus providing for thereduc tion of the force. If it is the wish of the pilot to deter theforced draft of the propeller from my'contrivance, in order to retard his machine, he may open the vent' provided in theback of the windshield from the cock-pit.

Fig. 7 illustrates the details of the construc tion of this vent.

y s mply i li ,mv pi sinex coil ve ti lly sheaths motor fthe' ererle e l 

